Jet airfoil brake



Sept. 2, 1952 McNALLY 2,609,168

JET AIRFOIL BRAKE Filed Sept. 10, 1947 3 Sheets-Sheet 1 grwwwfom JAMESA. MC NALLY Sept. 2, 1952 J. A. M NALLY 2,609,168

JET AIRFOIL BRAKE Filed Sept. 10, 1947 3 Sheets-Sheet 2 QwucmlO L JAMESA. MC NALLY J. A. MCNALLY JET AIRFOIL. BRAKE Sept. 2, 1952 3 Sheets-Sheet 3 Filed Sept. 10, 1947 TO RIGHT WING RETARDATION UNIT ING TO LRETA EFT W RDATION UNIT Patented Sept. 2, 1952 UNITED STATES PATENTOFFICE (Granted under the act of March 3, 1883, as amended April 30,1928; 3'70 0. G. 757) 1 Claim.

This invention relates to aircraft and more particularly to means forretarding the forward motion of aircraft while in flight.

Means for retarding the forward motion of aircraft while in flight asprovided by the prior art includes spoiler devices such as conventionalwing flaps, which are extended, from a position coincident with thecontour of the airfoil section into the slip stream to vary theaerodynamic characteristics of the section. Such spoiler devices operatesatisfactorily for retarding the forward motion of aircraft flying atlow velocities but do not provide adequate retarding means when employedin connection wtth aircraft moving at relatively high velocities, withinthe supersonic range for example, and furthermore, forces encountered atsuch high velocities render the use of conventional spoiler devicesimpracticable.

It is therefore an object of the present invention to provide novelmeans for retarding the forward motion of an airfoil section while inflight.

Another object is to provide novel means for retarding the forwardmotion of an aircraft while inflight at extremely high velocities,within the supersonic range for example.

Another object is to provide novel means for retarding the forwardmotion of an airfoil section while in flight without substantiallyvarying the aerodynamic characteristics thereof.

Another object is to provide means for discharging a source of hotmotive fluid from an airfoil section in the direction of forward motionthereof.

Still another object of the present invention is to provide novel meansutilized in connection with an airfoil section, for producing a reactiveforce applied to the section in opposition to the direction of forwardmotion thereof.

Still another object is to provide an airfoil section including jetpropulsion means, with the jet propulsion means mounted in the sectionin such a manner as to apply a force thereto in opposition to thedirection of forward motion thereof.

Still another object is to provide an aircraft including novel meansapplying a force thereto directed in opposition to the forward motionthereof, with the means mounted in the wings of the aircraft and socharacterized to selectively apply forces thereto for providingdirective control, of

motor fluid from the section substantially into the direction of forwardmotion thereof, with the discharge means comprising a plurality ofdischarge device mounted in the section in such a manner as to renderthe airfoil section readily controllable during periods of retardation.

Other objects and features of the present invention will appear morefully hereinafter from the following detailed description whenconsidered in connection with the accompanying drawings which disclosedseveral embodiments of the invention. It is to be expressly understood,however, that the drawings are designed for purposes of illustrationonly and are not to be considered as a definition of the limits of theinvention, reference of the latter purpose being had to the appendedclaim.

In the drawings, wherein similar reference characters denote similarelements with several views: 1

Fig. 1 is a diagrammatic illustration, in section, of an airfoil sectionembodying the principles of the present invention;

Fig. 2 is a diagrammatic sectional illustration of an airfoil sectionconstructed in accordance with another embodiment of the presentinvention;

Fig. 3 is a sectional illustration showing certain elements of theapparatus disclosed in Fig. 2 in greater detail;

Fig. 4 is a diagrammatic illustration, in section, of an airfoil sectionconstructed in accordance with the principles of still anotherembodiment of the present invention;

Fig. 5 is a plan view of the airfoil section disclosed in Fig. 4;

Fig. 6 is a diagrammatic illustration of another feature of the presentinvention, and

Fig. '7 is a sectional illustration of still another feature of thepresent invention.

With reference more particularly to Fig. 1 of the drawings, novel means,constructed in accordance with the principles of the present invention,for retarding forward motion of the airfoil section while in flight, isdisclosed therein in connection with an airfoil section It adapted tomove through the atmosphere, or through other suitable supportingmediums in a direction to the left, as viewed in the drawing, at highvelocities upon operation of suitable propulsion means, as shown. Theairfoil section It} is disclosed substantially in the form of theforward end of an aircraft fuselage, however, it is to be expresslyunderstood for the purposes of the present invention, that the airfoilsection It may take the form of a wing section of an aircraft, or

may comprise a nacelle associated with an air-' craft. The airfoilsection It] is'provided with a supply conduit II connected to a sourceof hot motor fluid. The source of hot motor fluid may be' derived from.the o'utputfof a jet propulsion motor" utilized for supplying propulsionforces to the airfoil sectiornor from a generator specifical- 1yprovided for providinghotmotive fluid utilized by the present invention;The conduit I 1 extends toward the forward end of the airfoil sectionIt) and terminates in fluid connection with discharge nozzles I2 and I3.The discharge nozzles I2 and I3 extend from the conduit II, in angularrelationship, toward the forward end of the section IEI, and terminatein fluid openings in the wall thereof.

When the conduit I I is energized with hot motive fluid, while theairfoil section II) is in motion, energy is derived from the hot motorfluid discharged through the nozzles I2 and I3 to apply forces to theairfoil section in opposition to the forward motion thereof. Since thedischarge nozzles I2 and I3 are angularly disposed with respect to thelongitudinal axis of the section III, the direction of motion of thesection is readily controlled during the period when the nozzles I2 andI3 are energized. It is to be expressly understood that the number ofdischarge nozzles, the capacities thereof, the capacity of the inputnozzle I I, and the pressure, temperature and rate of flow of the sourceof hot motor fluid are selected to provide the desired degree ofretardation.

The embodiment of the invention disclosed in Fig. 2 of the drawingsincludes self-contained means for applying a retarding force to theairfoil section I in opposition to the forward motion thereof. As shown,a spherical combustion chamber I4 is positioned within the forward endof the section III with the discharge nozzles I2 and I3 communicatingwith the output port thereof. Fluid under pressure, such as air derivedfrom the atmosphere through which the section I0 moves, is applied tothe combustion chamber I4 through conduit I5; Conduit I5 extends from anopening I6, in the forward end of the section II), to the input port ofthe combustion chamber I4. Pressure responsive valvular means I? and I8are respectively positioned in the output and input ports of thecombustion chamber 4 for controlling the fluid flow therethrough as willapepar more fully hereinafter. Fuel under pressure from conduit I9 isinjected into the combustion chamber I4 through a plurality of nozzleslocated in a common plane throughout the inner periphery of the chamberI4. The nozzles 28 are supplied with fuel from the conduit I9 throughannular fuel manifold 2I, positioned about the outer periphery of thecombustion chamber I4, and through a valvular mechanism 22. Themechanism 22 operates automatically in response to a predeterminedpressure within the combustion chamber I4 to form a fuel connectionbetween the conduit I9 and the manifold 2!. As shown, transmitter means23 operates when a predetermined pressure exists within the chamber I4to energize electromagnetic control device 24, through conductor 25,thereby moving the valvular mechanism 22 into a position to allow fluidcommunication therethrough. The transmitter 23 also functions, by way ofconductor 23, to control energization of fuel igniting device 2?.

The valvular means I! and I3 function to allow accumulation of fluidunder sufficient pressure within the chamber I4 to operatethetransmitter device 23, and to allow the hot motor fluid to dischargetherefrom through the nozzles I2 and I3.

' Construction of the valvular means I1 and I8 is shown in greaterdetail inFig. 3 wherein a section of the input or output port of thecombustion chamber I4 is disclosed including wallmembers tion shownthrough the action of spring devices 32 and 33. When fluid undersuflicient pressure exists on the input side of the valve members 30 and3| to overcome the fluid pressure on the left side of the valve members,as viewed in the draw ing, and the action of spring devices 32 and 33,the valve members 30 and 3| move into recesses of 34' and 35 providedtherefore in respective wall sections 28 and 29.

In operation of the embodiment disclosed Fig. 2, fluid under pressure,due to the forward motion of the airfoil section I0, is applied throughconduit I5 to the input side of the valvular means I3, and to the outputside of the valvular means I! through exhaust nozzles I2 and I3. Theapplied pressure moves the valvular means I8 to open position andmaintains the valvular means I! in closed position to allow fluid underpressure to enter and accumulate within the chamber I4. The area ofvalve members 30 and 3I of the valvular means I1, and the tension of thespring devices 32 and 33 associated therewith, are selected so that thefluid pressure accumulating within the chamber I4 attains apredetermined value to operate transmitter device 23 before the valvularmeans I! moves to open position. When fluid within the combustionchamber I4 builds up to the predetermined value to operate thetransmitter device 23, fuel is injected into the chamber I4 to form acombustible mixture which is ignited upon operation of the ignitingdevice 21. When ignition occurs, a source of hot motor fluid isgenerated. The resulting high pressures urge the valvular means I8 toclosed position and move the valvular means I! to open position allowingthe hot motor fluid from the chamber I4 to discharge through the nozzlesI2 and I3 thereby applying forces to the airfoil section I0 inopposition to the direction of forward motion thereof. When the pressurewithin the chamber I4 drops below the fluid pressure in the conduit I5,the foregoing cycle is repeated.

Another embodiment of the invention is shown in Figs. 4 and 5. In thisembodiment the airfoil section is disclosed in the form of a high speedaircraft wing including upper surface. 37, lower surface38 and leadingedge 39. The retarding means includes a spherical combustion chamber 40and means for continually supplying the chamber 40 with fuel underpressure. As shown, a conduit 4| supplies fuel from a fuel source, notshown, to the chamber 40, through a plurality of discharge nozzles 42 byway of annular fuel manifold 43. Fluid under high pressure iscontinually supplied to theinput port of combustion chamber 40 throughconduit 44. Asshown more clearly in Fig. 5, the conduit 44 extends fromthe input port of the chamber 40 to an opening 45 in the leading edge'33including a portion of the surfaces 31 and 38. The output port of thecombustion chamber 40 communicates with a pair of angularly disposedexhaust nozzles 46 and 41 which terminate in openings 43 and 49 in theupper and lower surfaces 38 and 39, respectively. A suitable ignitingmeans 53 is provided within the chamber 40. The igniting means 50 may bemanually operated or may operate automatically in accordance with thepressure within the chamber 40 in a manner similar to the arrangementshown in Fig. 2. I

In operation of the embodiment disclosed in s. 4 and 5, fluid under.high pressure, due to the forward motion of the wing,- is appliedthrough conduit 44 to the combustion chamber 40 wherein the fluid ismixed with the injection fuel to form a combustible mixture therein. Themixture is ignited by device 50 to produce a source of hot motor fluid.Due to the high pressures existing in the conduit 44 the hot motor fluidis discharged through nozzles 46 and 41 and the energy thereof iseffective to apply forces to the wing in opposition to the direction offorward motion thereof. The dimensions of the openings 48, 49 and 50 andthe capacities of the conduits leading therefrom to the combustionchamber 40 are selected in accordance with the operating speed of thewing so that adequate retarding forces may be continually maintainedwhen desired.

Although the embodiments of the invention disclosed in Figs. 4 and 5 isshown as a single unit in one wing of an aircraft it is to be expresslyunderstood that the arrangement may be duplicated in the opposite wingof the aircraft, and that a plurality of units may be employed in eachwing. With such an arrangement, the fuel supplied to each unit may beselectively controlled, through a plurality of manually operable valves,such as valve 5| shown in Fig. 4, to providing means for directivelycontrolling the aircraft during retardation periods. Such an arrangementis shown in Fig. 6, wherein fuel from supply conduit 52 is directed tothe retardation units mounted in one wing of the aircraft through valve5| and conduit 4| and to the retardation units mounted in the otherwings through valve 53 and conduit. The valves 5! and 53 may becontrolled remotely through operation of conventional electricaldevices.

In all of the embodiments of the invention previously described it iscontemplated to provide means for closing the inlet and exhaust openingsin the airfoil section, such as openings 45, 48 and 49 shown in Figs. 4and 5, in such a manner as to maintain a continuous normal contour ofthe airfoil section when the retarding means is not in operation, andwith the closing means designed in such a manner as to withstand thehigh pressures involved when operating at extremely high velocities. Asuitable form of closure means is shown in Fig. 7. This figure disclosesa sectional view through the upper surface 31, including the opening 48,of Fig. 5, with the closure means in closed position. As shown, theopening 48 in the surface 31 is closed by a member 60 slidably mountedin the surface 31 by means of flanges 6|, 6!, extending from the member60 into grooves 62, 52 provided in the surface 31. The lower portions ofthe surface 3! which define grooves 62, 62 are recessed from the opening48 to provide exposed portions 63, 63 of flanges 6|, 6|. The exposedportions 63, 63 are provided with a plurality of equally spaced openings64, 64 mounted in a plane parallel to the direction of sliding movementof the member 60. A pair of gear wheels 65, 65 are mounted by means ofshaft 66 and bearings 61, 61 in operative engagement of opening 64, 64for imparting relative sliding movement between the member 60 and thesurface 31 in accordance with rotation applied to the shaft 66. Thisconstruction maintains the contour of the surface 31 substantiallynormal when the member 60 is moved to close the opening 48, and it is ofsuflicient strength to withstand the high pressures involved.

There has thus been provided by the present invention novel means forretarding the forward motion of an airfoil section while in flight. Thedevices provided herein are operable in connection with aircraft flyingat any velocity but are particularly applicable in connection withairfoil sections designed to operate at extremely high velocities,within the supersonic range for example, to retard the forward motion ofan airfoil section without the use of projected spoiler means.Furthermore, the novel devices may be installed in a nose portion of anaircraft fuselage, in nacelles or in the wings of an aircraft, and whenutilized in the latter manner, means are provided for selectivelycontrolling the retardation forces generated in each wing section toprovide a system for controlling the direction of flight of the aircraftduring the retardation period.

Although several embodiments of the invention have been disclosed anddescribed herein it is to be expressly understood that various changesand substitutions may be made without departing from the spirit of theinvention as well understood by those skilled in the art, reference,therefore, will be had to the appended claim for a definition of thelimits of the invention.

The invention described herein may be manufactured and used by or forthe Government of the United States of America for governmental purposeswithout the payment of any royalties thereon or therefor.

What is claimed is:

In a forward section of the sustaining airfoil of a propellerlessairplane, an air intake opening in the leading edge of said airfoil,forwardly facing discharge nozzles disposed in the leading edge of saidairfoil above and below said air intake opening, a combustion chamber,conduits connecting said air intake opening and said discharge nozzlesto said combustion chamber, said air intake opening supplying air underpressure to said combustion chamber in response to the forward motion ofthe aircraft, said discharge nozzles emitting the products of combustionformed in said combustion chamber, and a plurality of slidably mountedmembers mounted in said airfoil section to close said discharge nozzlesto form a continuous normal contour of said airfoil section when saiddischarge nozzles are notinuse.

JAMES A. McNALLY.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,069,694 Hayot Aug. 12, 19131,611,353 Lepinte Dec. 21, 1926 1,854,043 Korner Apr. 12, 1932 2,081,151Myers May 25, 1937 2,142,601 Bleecker Jan. 3, 1939 2,280,835 LysholmApr. 28, 1942 2,382,016 Love Apr. 14, 1945 2,395,435 Thompson et al.Feb. 26, 1946 2,422,744 O'Neil June 24, 1947 2,451,008 Williams Oct. 12,1948 2,465,457 Johnston Mar. 29, 1949 2,523,378 Kollsman Sept. 26, 19502,527,732 Imbert Oct. 31, 1950 FOREIGN PATENTS Number Country Date403,730 France Oct. 2, 1909 OTHER REFERENCES Ser. No. 367,666. Anxionnaz(A. P. C.), published May 23, 1943.

